WO2015072320A1 - Dispositif de commande pour moteur à combustion interne - Google Patents

Dispositif de commande pour moteur à combustion interne Download PDF

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Publication number
WO2015072320A1
WO2015072320A1 PCT/JP2014/078569 JP2014078569W WO2015072320A1 WO 2015072320 A1 WO2015072320 A1 WO 2015072320A1 JP 2014078569 W JP2014078569 W JP 2014078569W WO 2015072320 A1 WO2015072320 A1 WO 2015072320A1
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WO
WIPO (PCT)
Prior art keywords
egr rate
egr
nozzle
corrosion
nozzle tip
Prior art date
Application number
PCT/JP2014/078569
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English (en)
Japanese (ja)
Inventor
池本雅里
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トヨタ自動車株式会社
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Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Publication of WO2015072320A1 publication Critical patent/WO2015072320A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/047—Taking into account fuel evaporation or wall wetting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/021—Engine temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a control device for an internal combustion engine.
  • Patent Document 1 based on the acid dew point temperature and SO 3 in the injection nozzle, the SO 3 contained in the intake air to reduce to an amount condensation of SO 3 is avoided techniques have been disclosed to be sucked into the combustion chamber .
  • An object of the present invention is to provide a control device for an internal combustion engine that can appropriately determine an EGR rate in preventing or suppressing corrosion of nozzle nozzle holes.
  • the present invention provides a first acquisition unit that acquires a nozzle tip temperature of an injector provided in an internal combustion engine, a second acquisition unit that acquires the amount of heat in a cylinder head of the internal combustion engine, and a nozzle acquired by the first acquisition unit.
  • An internal combustion engine control apparatus comprising: a tip temperature and a determination unit that determines a target EGR rate based on a tip temperature and an amount of heat acquired by the second acquisition unit.
  • the EGR rate can be appropriately determined in preventing or suppressing the corrosion of the nozzle nozzle hole.
  • FIG. 1 is a schematic configuration diagram of an internal combustion engine.
  • FIG. 2 is a view showing an injector.
  • FIG. 3 is an explanatory diagram of the rate at which the nozzle tip temperature decreases.
  • FIG. 4 is a flowchart showing an example of control of the internal combustion engine.
  • FIG. 5A to FIG. 5C are diagrams showing an execution example of EGR.
  • FIG. 6 is a diagram showing the transition of the EGR rate determining element in the execution example of EGR on the map showing the dew condensation occurrence condition.
  • FIG. 7A and FIG. 7B are diagrams showing comparative examples of EGR rates that can be set in cases 1 and 2.
  • FIG. 8A to FIG. 8H are views for explaining the mechanism of corrosion progression of the nozzle hole.
  • FIG. 8A to FIG. 8H are diagrams for explaining the mechanism of the progress of corrosion of nozzle nozzle holes (hereinafter also simply referred to as nozzle holes).
  • FIGS. 8A and 8B show the mechanism of acid adhesion to the nozzle holes.
  • FIG. 8C to FIG. 8E show the mechanism of corrosion of the nozzle hole.
  • FIG. 8F to FIG. 8H show the mechanism of erosion of the nozzle hole.
  • the in-cylinder gas of the internal combustion engine 100X contains an acid component (for example, SO 3 ).
  • the cylinder inner wall temperature Twall reaches the dew point before the nozzle tip temperature Tnzl.
  • the time until the dew point is reached after the engine stops is referred to as dew point arrival time.
  • the acid component becomes acid together with moisture and is condensed on the inner wall of the cylinder.
  • the dew point arrival time is shorter at the nozzle tip than at the cylinder inner wall. Therefore, in this case, acid is condensed on the nozzle tip. In this case, specifically, the acid corrodes the nozzle hole as follows.
  • the in-cylinder gas (steam) containing an acid component enters the fuel remaining in the nozzle hole.
  • the acid component in the fuel becomes acid and is condensed in the nozzle hole.
  • the condensed water generated by the condensation of acid generates rust, and the surface of the nozzle hole is roughened.
  • the dew point is an acid dew point.
  • the dew point may include the dew point of water vapor.
  • the condensation of the acid may be a condensation in which an acid component is dissolved in condensed water generated by the condensation of water vapor to form an acid.
  • the corroded portion is removed by the injected fuel as shown in FIG. 8 (g) when the internal combustion engine 100X is subsequently started and fuel injection is performed. Then, a new surface is exposed on the surface of the nozzle hole as shown in FIG. Thereafter, the new surface is similarly corroded to accelerate the corrosion.
  • the nozzle tip temperature greatly affects whether or not acid condensation occurs in the nozzle. For this reason, in view of the principle described above with reference to FIG. Specifically, it is conceivable to prevent or suppress the occurrence of corrosion by reducing or cutting the EGR based on the nozzle tip temperature. In this case, the nozzle tip temperature can be increased by increasing the temperature of the combustion gas. As a result, the occurrence of corrosion can be prevented or suppressed even when the internal combustion engine is stopped.
  • the occurrence of corrosion and the degree of corrosion also depend on the amount of heat held by the cylinder head. Specifically, even if the nozzle tip temperature is the same, the occurrence of corrosion and the degree of corrosion differ depending on the amount of heat held by the cylinder head. Further, if EGR is reduced or cut, exhaust emission is also affected. For this reason, in preventing or suppressing corrosion of the nozzle hole, there is room for improvement in that an appropriate EGR rate is determined.
  • an appropriate EGR rate for preventing or suppressing corrosion of the nozzle hole is determined. Examples of the present invention will be described below.
  • FIG. 1 is a schematic configuration diagram of the internal combustion engine 100.
  • the internal combustion engine 100 is an internal combustion engine that performs in-cylinder injection, more specifically, a diesel internal combustion engine.
  • the internal combustion engine 100 has four cylinders.
  • the internal combustion engine 100 includes an engine body 101 including a cylinder head 101a and a cylinder block 101b, and the engine body 101 includes # 1 cylinder to # 4 cylinder.
  • the fuel injection device 1 is incorporated in the internal combustion engine 100.
  • the fuel injection device 1 includes # 1 injectors 107-1 to # 4 injectors 107-4 corresponding to # 1 cylinder to # 4 cylinders.
  • the # 1 cylinder is equipped with a # 1 injector 107-1 and the # 2 cylinder is equipped with a # 2 injector 107-2.
  • the # 3 cylinder is equipped with a # 3 injector 107-3, and the # 4 cylinder is equipped with a # 4 injector 107-4.
  • # 1 injector 107-1 to # 4 injector 107-4 are connected to common rail 120, and high-pressure fuel is supplied from common rail 120.
  • Each injector 107 is attached to a cylinder head 101a.
  • Each injector 107 exchanges heat with the cylinder head 101a via the seat portion.
  • the internal combustion engine 100 includes an intake manifold 102 and an exhaust manifold 103 attached to the engine body 101.
  • An intake pipe 104 is connected to the intake manifold 102.
  • An exhaust pipe 105 is connected to the exhaust manifold 103.
  • the internal combustion engine 100 includes an external EGR device 110.
  • the external EGR device 110 includes an EGR passage 111, an EGR valve 112, an EGR cooler 113, a bypass passage 114, and a bypass valve 115.
  • One end of the EGR passage 111 is connected to the exhaust manifold 103.
  • the other end of the EGR passage 111 is connected to the intake pipe 104.
  • the EGR passage 111 is provided with an EGR valve 112 that controls the flow state of exhaust gas (EGR gas).
  • the EGR passage 111 is provided with an EGR cooler 113 that cools the EGR gas.
  • the EGR passage 111 is provided with a bypass passage 114 that bypasses the EGR cooler 113.
  • the EGR passage 111 is provided with a bypass valve 115 that determines an EGR gas flow path in one of the EGR passage 111 and the bypass passage 114.
  • the external EGR device 110 may be configured to include at least an EGR passage 111 and an EGR valve 112.
  • An air flow meter 106 is connected to the intake pipe 104.
  • the air flow meter 106 is electrically connected to the ECU 150.
  • the ECU 150 is electrically connected to an injector 107-i (i indicates a cylinder number), specifically, # 1 injector 107-1 to # 4 injector 107-4.
  • the ECU 150 corresponds to a control device for the internal combustion engine, and performs various controls described in detail later.
  • the ECU 150 is electrically connected to an NE sensor 161 that measures the rotational speed NE of the internal combustion engine 100, a water temperature sensor 162 that measures the coolant temperature Tw, and an outside air temperature sensor 163 that measures the outside air temperature Ta. Further, the ECU 150 stores an EGR rate map, a dew condensation determination map, and other maps. There are two types of EGR rate maps: a base EGR rate map in which the base EGR rate ⁇ base is set and a corrosion avoidance EGR rate map in which the corrosion avoidance EGR rate ⁇ crs is set. The ECU 150 performs various controls around the internal combustion engine.
  • the injector 107 includes a nozzle 107a at the tip.
  • the nozzle 107a is provided with a nozzle hole. If acid is condensed on the tip of the nozzle 107a and adheres to it, corrosion may occur. If the periphery of the nozzle hole corrodes, the nozzle hole diameter may change. If the nozzle hole diameter changes, fuel injection will be affected.
  • the ECU 150 determines the EGR rate in consideration of the injection hole corrosion and the exhaust emission.
  • the EGR rate is the ratio of the amount of exhaust gas recirculated by exhaust gas recirculation to the total amount of gas sucked into the cylinder.
  • the ECU 150 determines the EGR rate based on the nozzle tip temperature Tnzl and the head heat quantity Q described below.
  • FIG. 3 is an explanatory diagram of the decreasing speed of the nozzle tip temperature Tnzl.
  • a solid line indicates a case where the amount of heat held by the cylinder head 101a is relatively large, and a broken line indicates a case where the amount of heat held by the cylinder head 101a is relatively small.
  • the rate of decrease of the nozzle tip temperature Tnzl after the engine stops varies depending on the amount of heat held by the cylinder head 101a. Specifically, the heat radiation from the nozzle 107a to the cylinder head 101a is smaller in the case of the solid line than in the case of the broken line. For this reason, the rate of decrease in the nozzle tip temperature Tnzl after the engine is stopped is slower because the heat release rate to the cylinder head 101a is slower in the case of the solid line than in the case of the broken line. As a result, the dew point arrival time t is longer in the solid line than in the broken line.
  • the reason why the nozzle tip temperature Tnzl is different between the solid line and the broken line is thought to be because the amount of heat received by the nozzle before the engine stops is different.
  • the history of the nozzle tip temperature Tnzl is different between the solid line and the broken line.
  • the amount of heat received by the nozzle in the solid line is larger than that in the broken line by the amount indicated by hatching in FIG.
  • This difference in the amount of heat received by the nozzle is considered to appear as a difference in the rate of decrease in the nozzle tip temperature Tnzl after the engine stops.
  • the phenomenon is that the difference in the head heat amount Q, which is the amount of heat (more specifically, the amount of heat received here) of the cylinder head 101a, appears as the difference in the rate of decrease in the nozzle tip temperature Tnzl after the engine stops. It can be said.
  • the amount of heat in the cylinder head includes not only the case of the head heat amount Q but also the case of the nozzle heat amount, and the case of the head heat amount Q and the nozzle heat amount.
  • FIG. 4 is a flowchart showing an example of control of the internal combustion engine 100. Control of the internal combustion engine 100 is performed by the ECU 150.
  • step S1 the operating state of the internal combustion engine 100 is acquired. Specifically, the rotational speed NE, the injection timing IT, the injection amount Qv, the water temperature Tw, and the outside air temperature Ta are acquired.
  • step S2 the nozzle tip temperature Tnzl is calculated.
  • the nozzle tip temperature Tnzl is a point in time, that is, an instantaneous nozzle tip temperature.
  • the nozzle tip temperature Tnzl is calculated and estimated by the following Equation 1.
  • the first to third terms indicate the influence of heat received from the combustion gas, and the fourth term indicates the influence of heat dissipation.
  • a, b, c, d and e are constants.
  • a head temperature Thead that is the temperature of the cylinder head 101a is calculated.
  • the head temperature Thead is an instantaneous head temperature.
  • the head temperature Thead is calculated and estimated by the following equation 2.
  • the first to third terms indicate the influence of heat received from the combustion gas, and the fourth term indicates the influence of heat dissipation.
  • f, g, h, i and j are constants.
  • the head heat quantity Q is calculated. Specifically, the head heat quantity Q is the amount of heat received by the cylinder head 101a.
  • the head heat quantity Q can be obtained from the instantaneous heat quantity of the cylinder head 101a calculated and estimated from the head temperature Thead and the heat storage quantity so far.
  • the head heat quantity Q is calculated and estimated by the following Equation 3.
  • k is a constant.
  • the first term indicates the instantaneous amount of heat of the cylinder head 101a, and the second term indicates the amount of heat stored so far.
  • the base EGR rate ⁇ base is determined.
  • the base EGR rate ⁇ base is a first target EGR rate, which is an EGR rate corresponding to a combustion request.
  • the base EGR rate ⁇ base is determined by the following equation 4 as an example. Equation 4 expresses the process of determining the base EGR rate ⁇ base based on the base EGR rate map.
  • the base EGR rate ⁇ base can be set according to the engine operating state, specifically, the rotational speed NE, the injection amount Qv, the water temperature Tw, and the outside air temperature Ta.
  • ⁇ base f (Tw, Ta, NE, Qv) Equation 4
  • step S6 the corrosion avoidance EGR rate ⁇ crs is determined.
  • the corrosion avoidance EGR rate ⁇ crs is the second target EGR rate, and is an EGR rate for avoiding corrosion of the nozzle holes.
  • the maximum EGR rate is set within a range in which the corrosion of the nozzle hole can be avoided.
  • the corrosion avoidance EGR rate ⁇ crs is determined by the following Equation 5.
  • Formula 5 expresses the process of determining the corrosion avoidance EGR rate ⁇ crs based on the corrosion avoidance EGR rate map.
  • the corrosion avoidance EGR rate ⁇ crs can be set according to the nozzle tip temperature Tnzl and the head heat quantity Q.
  • ⁇ crs f (Tnzl, Q i ) Equation 5
  • step S7 it is determined whether or not the base EGR rate ⁇ base is smaller than the corrosion avoidance EGR rate ⁇ crs . If the determination is affirmative, the process proceeds to step S8. If the determination is negative, the process proceeds to step S9.
  • step S8 the base EGR rate ⁇ base is set as the final EGR rate ⁇ f .
  • step S9 the corrosion avoidance EGR rate ⁇ crs is set as the final EGR rate ⁇ f . That is, the smaller target EGR rate of the base EGR rate ⁇ base and the corrosion avoidance EGR rate ⁇ crs is set as the final EGR rate ⁇ f .
  • the final EGR rate ⁇ f is a target EGR rate that is actually applied when EGR is performed.
  • the ECU 150 functions as a first acquisition unit that acquires the nozzle tip temperature Tnzl by calculating the nozzle tip temperature Tnzl in step S2.
  • the ECU 150 functions as a second acquisition unit that acquires the head heat quantity Q by calculating the head heat quantity Q in step S4.
  • the ECU 150 functions as a determination unit that determines the corrosion avoidance EGR rate ⁇ crs based on the nozzle tip temperature Tnzl and the head heat quantity Q in step S6.
  • the ECU 150 as the determining unit further determines the base EGR rate ⁇ base according to the engine operating state in step S5, and the smaller of the base EGR rate ⁇ base and the corrosion avoidance EGR rate ⁇ crs in steps S7 to S9. Is the final EGR rate ⁇ f .
  • FIG. 5A to FIG. 5C are diagrams showing an execution example of EGR.
  • FIG. 5A shows a change in the rotational speed NE.
  • FIG. 5B shows changes in the water temperature Tw and the head heat quantity Q.
  • FIG. 5C shows a change in the EGR amount.
  • water temperature Tw is shown instead of nozzle tip temperature Tnzl as an EGR rate determination factor. This is because the nozzle tip temperature Tnzl is proportional to the water temperature Tw.
  • measuring the water temperature Tw as an EGR rate determining factor is also included in obtaining the nozzle tip temperature Tnzl.
  • the time on the horizontal axis is common between FIG. 5 (a) and FIG. 5 (c).
  • FIG. 6 is a diagram showing the transition of the EGR rate determining element shown in FIG. 5B on the map showing the condensation occurrence conditions.
  • case 1 is indicated by a solid line when the EGR rate determining element is the water temperature Tw and the head heat quantity Q
  • case 2 is indicated by a broken line when the EGR rate determining element is the water temperature Tw.
  • a dew condensation generation region and a dew condensation avoidance region are set according to the nozzle tip temperature Tnzl and the head heat quantity Q.
  • the water temperature Tw is also higher than the EGR introduction threshold value.
  • the EGR rate determining element is in the dew condensation generation region in section B.
  • the amount of EGR is limited in case 2 compared to case 1 in order to avoid the occurrence of corrosion in the nozzle holes.
  • the EGR quantity can be increased in the section B as compared to the case 2.
  • the EGR rate determining element is in the dew condensation avoidance region in section B as shown in FIG.
  • the EGR rate determining element is in the condensation avoidance region in both cases 1 and 2.
  • the EGR amount can be increased in the same way for both cases 1 and 2 in the section C.
  • FIG. 7A and FIG. 7B are diagrams showing comparative examples of EGR rates that can be set in cases 1 and 2.
  • FIG. 7A shows an example of the EGR rate that can be set in case2.
  • FIG. 7B shows an example of the EGR rate that can be set by case1.
  • 7A and 7B also show the water temperature Tw.
  • the base EGR rate ⁇ base is also indicated by a broken line.
  • the introduction of EGR is started when the water temperature Tw exceeds the EGR introduction threshold.
  • the EGR rate is set lower than the base EGR rate ⁇ base in order to avoid corrosion of the nozzle hole.
  • the EGR rate does not have to be set lower than the base EGR rate ⁇ base . That is, EGR can be performed at the base EGR rate ⁇ base . Therefore, the amount of EGR can be increased in case 1 than in case 2.
  • the case 1 can increase the amount of EGR while avoiding the corrosion of the nozzle hole as compared with the case 2. Therefore, the ECU 150 can appropriately determine the EGR rate in that the influence on the exhaust gas can be minimized when preventing or suppressing the corrosion of the nozzle hole.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

Dans la présente invention, une unité de commande électrique (ECU) (150) fonctionne comme une première unité d'acquisition qui acquiert une température de pointe de buse (Tnzl) d'un injecteur (107) d'un moteur à combustion interne (100), une seconde unité d'acquisition qui acquiert une quantité de chaleur de culasse (Q), à savoir une quantité de chaleur au niveau d'une culasse (101a) du moteur à combustion interne (100), et une unité de détermination qui détermine un taux de recirculation des gaz d'échappement (RGE) évitant la corrosion (γcrs) comme taux de RGE cible sur la base de la température de pointe de buse (Tnzl) acquise par la première unité d'acquisition et la quantité de chaleur de culasse (Q) acquise par la seconde unité d'acquisition, ce qui permet de fournir une configuration dotée d'une première unité d'acquisition, d'une seconde unité d'acquisition et d'une unité de détermination. En particulier, la quantité de chaleur de culasse (Q) est une quantité de chaleur reçue par la culasse (101a).
PCT/JP2014/078569 2013-11-13 2014-10-28 Dispositif de commande pour moteur à combustion interne WO2015072320A1 (fr)

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JP2013235434A JP2015094325A (ja) 2013-11-13 2013-11-13 内燃機関の制御装置
JP2013-235434 2013-11-13

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WO2013186898A1 (fr) * 2012-06-14 2013-12-19 トヨタ自動車株式会社 Dispositif d'injection de carburant

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010255462A (ja) * 2009-04-22 2010-11-11 Denso Corp 内燃機関
JP2011001901A (ja) * 2009-06-19 2011-01-06 Denso Corp 内燃機関
JP2013167218A (ja) * 2012-02-16 2013-08-29 Toyota Motor Corp 内燃機関の還流装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010255462A (ja) * 2009-04-22 2010-11-11 Denso Corp 内燃機関
JP2011001901A (ja) * 2009-06-19 2011-01-06 Denso Corp 内燃機関
JP2013167218A (ja) * 2012-02-16 2013-08-29 Toyota Motor Corp 内燃機関の還流装置

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